Radial engine



F. J. RYCHLIK RADIAL ENGINE Sept. 14, 1965 10 Sheets-Sheet 1 Filed Jan.30, 1963 INVENTOR. FRANK J. RYCHLIK BY GwmwdQflmoZZVmdmz dltt ys.

Sept. 14, 1965 F. J. RYCHLIK 3,205,877

RADIAL ENGINE Filed Jan. 30, 1963 10 Sheets-Sheet 2 FRANK J. RYCHLIKSept. 14,1965 F. J. RYCHLIK 3,20

- RADIAL ENGINE Filed Jan. 30, 1963 10 Sheets-Sheet 3 INVENTOR FRANK J.RYCHLIK Sept. 14, 1965 F. J. RYCHLIK 3,205,877

RADIAL ENGINE Filed Jan. 30, 1963 l0 Sheets-Sheet 5 INVENTOR. FRANK J.RYCHLIK Sept. 14, 1965 F. J. RYCHLIK 3,205,877

RADIAL ENGINE Filed Jan. 30, 1963 10 Sheets-Sheet 6 Sept. 14, 1965 F. J.RYCHLIK 3,205,877

RADIAL ENGINE Filed Jan. 30, 1963 10 Sheets-Sheet 7 INVEN R.

FRANK J RYCHL Sept. 14, 1965 F. J. RYCHLIK 3,205,877

RADIAL ENGINE Filed Jan. 30, 1963 10 Sheets-Sheet s INVEN RANK J. I? LIKSept. 14, 1965 Filed Jan. 30, 1963 10 Sheets-Sheet 9 IN VENTOR.

FRANK J. RYCHLIK Sept. 14, 1965 F. J. RYCHLIK 3,205,877

- RADIAL ENGINE Filed Jan. 30, 1963 10 Sheets-Sheet 1O INVENTOR. FRANKJ. RYCHLIK BY mmewumwm flttg s.

United States Patent 3,205,877 RADlAL ENGINE Frank J. Ryclilik, 1415Glenview Road, Glenview, Ill. Filed Jan. 30, 1963, See. No. 254,885Claims. (Cl. 1Z344) This invention relates to a new and improved form ofinternal combustion power source, generally referred to as a radialengine. More specifically, the invention is directed to a new andimproved design of radial engine as well as new and improved componentstherefor and method of operating same.

The engine of the invention is a radial-type internal combustion powersource of uncomplicated structure and design and capable of highlyefficient operation including, among other things, full utilization ofavailable power developed thereby. Among the advantages gained from theengine design herein disclosed is the complete inherent balancing of thevarious cooperating parts for at least virtually vibration freeoperation without the neces sity of relying on basically non-functionalcounterbalancing elements. In this respect the engine is fully adaptedfor many different uses involving automotive and marine applications.

Additional features of this invention involve a new and improved fuelinjector specially adapted for use with the subject engine but alsoreadily adapted for use with other known types of internal combustionpower sources. The fuel injector in the environment used permitsoperation of the engine under Stratified firing conditions wherein achemically correct main fuel mixture is relied upon as the primarysource of power with this mixture undergoing adequate and completecombustion to eliminate the type of exhaust which contributes materiallyto air pollution. Still further, the engine is adapted to accommodate aspecial method of firing which also constitutes a part of the invention.

The basic engine design permits a wide variety of uses with or withoutcertain standard automotive and marine accessories such as distributors.The engine can be readily adapted for operation with different fuels,such as gasoline and diesel. An additional important aspect of theinvention deals with the tapping of cylinder gas in a unique manner forextraneous operation of accesseries, for example, power steering, powerbrakes, air

conditioning, heaters, etc.

The foregoing constitute objects of the present invention in conjunctionwith the basic object of providing a new and improved radial-typeinternal combustion engine of uncomplicated and efiicient design.

An additional basic object is to provide new and improved uses ofpressurized cylinder gases and means for controlling the use of suchgases for selective purposes, such as accessory operation and enginetiming.

Still another object is to provide a new and improved compact enginedesign including efiicient utilization of a special cooling systemindependently and additionally in conjunction with a unique lubricatingsystem.

Another object is to provide a unique automatic firing system for aradial engine which is capable of operation independent of timedignition means.

A further object is to provide a new and improved lubricant controlarrangement for piston heads and related elements in radial-type engineswhereby controlled lubricant replacement and circulation is obtained.

Still a further specific object is to provide a new and improved form offuel injector adapted for use in any type of internal combustion enginewherein the injection of a controlled quantity of fuel is desired, theinjector having special utility with the preferred form of radial engineof the present invention.

Patented Sept. 14, 1965 "ice Another object is to provide a new andimproved method of operation of internal combustion engines basicallyinvolving the use and ignition of a chemically balanced oxygen-fuelmixture in a new and improved manner.

Other objects not specifically set forth will become apparent from thefollowing detailed description of the invention made in conjunction withthe accompanying drawings wherein:

FIGS. 1 and 2 are opposite end perspectives of the radial engine of theinvention;

FIG. 3 is a generally vertical cross section of the engine with thesection being viewed along a line such as line 3-3 of FIG. 4;

FIG. 4 is an inner face view of the left end plate of FIG. 3illustrating a special gear arrangement;

FIG. 5 is an end view of the rotary piston housing of the engine asviewed generally along line 5-5 of FIG. 3;

FIG. 6 is a fragmentary elevational view of the center portion of theright end plate of the engine of FIG. 3 as viewed generally along line66 therein;

FIG. 7 is an enlarged fragmentary section of the piston housing drivearrangement including a special gear timing means;

FIG. 8 is a diagrammatic representation of one form of a series of fuelintake, firing and exhaust means controlling piston cycle operation inthe engine, this view being representative of a portion of the innerannular surface of the chamber in which the rotatable piston housing isreceived;

FIG. 9 is a plan view of one form of cylinder cap used with the type ofengine operation represented in FIG. 8;

FIG. 10 is a vertical section of the new and improved fuel injector ofthe invention of a type especially adapted for use with the sequence ofengine operation set forth in FIG. 8;

FIG. 11 is a fragmentary transverse section of a portion of a modifiedengine illustrating a special timing and firing arrangement;

FIG. 12 is a diagrammatic representation of a series of fuel intake,firing and exhaust means controlling piston cycle operation in themodified engine of FIG. 11, this view being illustrative of thearrangement of each series of these means along the inner annularsurface of the chamber receiving the rotary piston housing;

FIG. 13 is a fragmentary longitudinal section of the timing and firingarrangement of the engine of FIG. 11 taken generally along line 1313therein;

FIG. 14 is a fragmentary perspective of the arrangement of FIG. 13;

FIG. 15 is a fragmentary longitudinal section of the exhaust gas tappingarrangement forming a part of the present invention, this view beingtaken generally along line 15-15 in FIG. 11;

FIGS. 16A through 16D are diagrammatic sectional views of the cycle ofoperation of a single piston of the engine of FIG. 11;

FIG. 17 is a plan view of a preferred form of cylinder cap used with theengine of FIG. 11;

FIG. 18 is a plan view of a preferred form of piston housing sealingshoe used with the form of engine illustrated in FIG. 11;

FIG. 19 is an enlarged fragmentary section of a single piston andcylinder involving the lubricant flow control arrangement constituting apart of the invention;

FIG. 20 is a transverse bottom plan view of the piston head as viewedgenerally along line 20-29 in FIG. 19;

FIG. 21 is a fragmentary section of an outer peripheral portion of theengine illustrating another part of the special lubricating system ofthe invention; and

FIG. 22 is a diagrammatic illustration of the external parts of thespecial lubricating system.

of the central hub portion of the end plate.

Referring to FIGS. 1-3, the form of radial engine illustrated basicallycomprises a stationary housing of annular configuration including aninner ring member 11 receiving thereabout an annular cover member 12 andenclosed along opposite ends by end or side plates 13 and 14. A centralpower or drive shaft 15 in the form of a crankshaft extends axiallythrough the stationary housing with ends projecting out of the centerportions of the end plates 13 and 14. As shown in FIGS. 1 and 2, thestationary housing about the outer periphery thereof includes aplurality of series of main fuel mixture intakes 16, raw fuel injectors17, ignition means in the form of spark plugs 18, and cylinder exhausts19.

Referring particularly to FIGS. 3 and 5, the stationary housing receivestherein a rotary piston housing 26 which is of annular configurationprovided with a central opening through which the shaft 15 extends. Thehousing includes therein a plurality of circumferentially spaced andradially directed cylinder sleeves 21 in which are receivedreciprocating pistons 22 each including in general a piston head 23peripherally mounting a purality of piston rings 24 and a pivotallyattached connecting rod 25. Each cylinder sleeve 21 receives about theouter end thereof a cylinder cap 26 which, as best shown in FIG. 19, isresiliently pressed by a plurality of springs 27 against the innerannular wall surface 28 of the ring member 11 of the stationary housing.

Referring again particularly to FIGS. 3 and 5, the piston housingbetween the cylinder sleeves 21 thereof is provided with axial bores orcore openings 30 which function to reduce the overall weight of thepiston housing, aid in the cooling thereof and function as a part of thespecial lubricating system. The core openings 31? reecive therein alongthe outer periphery of the piston housing intermediate the cylinder caps26 a plurality of sealing caps or shoes 31 with the outer surfacesthereof being in sliding sealing engagement with the inner annular wallsurface 28 of the ring member 11. The primary purpose for the shoes 31is to seal off the intake and exhaust when a cylinder is not alignedtherewith. Opposite side surfaces of the piston housing 20 arepreferably formed with a series of grooves 32 overlying the piston areasto aid in the cooling thereof as well as the cooling of the lubricant aswill be described.

FIG. 3 illustrates the piston housing 20 as rotatably mounted on theshaft 15 through suitable bearings 33 for rotation relative thereto. Theshaft 15 is also journaled in the end plate 13 by bearings 34 and isjournaled in the end plate 14 by bearings 35. Centrally of the pistonhousing 20 the shaft 15 is formed with a plurality of crank or throwsections 36 which are individually radially offset from the longitudinalaxis of the shaft and which are circumferentially arranged relative toone another so that the shaft is rotatably balanced. A connecting rod 25is suitably annularly engaged with a crank section 36 (see FIG. 19) forcontrolled rotation of the shaft 15, the connection between each rod andcrank section being a sliding connection of known type. In this mannerreciprocation of the pistons 23 during their multiple cycles ofoperation impart rotation to the shaft 15 for driving thereof for poweroutput.

The piston housing 20 is driven by the shaft 15 through a planetary gearunit 38 suitably mounted along the central inner portion of the endplate 13 as shown in FIGS. 3 and 4. The unit 38 includes three gears 39symmetrically arranged and all of which outwardly engage a ring gear 40which is fixed to the piston housing 20. The planetary gear unit 38 isdriven through a timing gear unit 41 mounted on the shaft 15. Thebearing centers of the gears 39 are hollow and are aligned with ports 42extending axially through the center portion of the end plate 13 and incomunication at their outer ends with an annular recess 43 formed in theouter surface A cover plate 44 closes off the recess 43 and a tube 45 issuitably connected to the recess 43. This tube is designed forconnection to the intake manifold of a standard fuel supply systemcarburetor and a vacuum is established therein which is effectivethrough the ports 42.

The piston housing 20 includes a plurality of passages 46 arranged tobecome rotatably aligned with the ports 42 during engine operation thusproviding means to permit the vacuum therein to be effective within thecenter opening of the piston housing around the cranksections 36. Theopposite end of the piston housing also includes a series of passages 47which become rotatably aligned with a plurality of breather tubes 48fixedly mounted in the end plate 14 and including suitable filterelements 49 therein. The location of the breather tubes 48 is shown inFIG. 6, these tubes being avilable to the atmosphere to permit thedrawing of fresh air through the center of the engine in response to thevacuum created in the manifold tube 45. In this manner operational heatincluding gas aid oil fumes is continuously removed from the centerportion of the engine to aid in efiicient operation thereof. Any backpressure which might interfere with proper engine operation in thisportion of the engine is completely avoided.

The end plates are formed with external annular water jackets 51 forengine cooling purposes. FIGS. 1 and 2 illustrate the provision of hoseconnections 52 communicating with each of the jackets 51 for thecirculation of water or other suitable coolant therethrough. The jackets51 are arranged to radially overlie the piston operating areas of thepiston housing to provide for temperature reduction in the area ofhighest temperature operation.

The cover plate 44 further includes an oil feed connection 53 which isin communication with the shaft 15 and forms a part of the lubricantcirculating system to be described. Referring to FIG. 1, the end of theshaft 15 projecting from the end plate 13 may mount thereon a suitablepulley 54 for the driving of engine accessories, such as a generator orthe like. FIG. 2 illustrates the opposite end of the shaft 15 projectingbeyond the end plate 14 and mounting thereon a main drive gear 55. Thisparticular gear and its connection is merely illustrative of means forshaft power output utilization, it being understood that any suitablepower take-off arrangement may be utilized with the engine bearing inmind that the same is readily adapted for variable uses including marineas well as automotive.

The basic radial engine described is a five cylinder engine with thecylinders being slightly symmetrically offset to provide inherentbalance thus eliminating the necessity of separate shaftcounterbalancing. In this respect the cylinders are spaced within about2 of equal 72 symmetrical spacing. The slight spacing variationovercomes the developmenut of harmonics during engine operation. Thisparticular engine operates on the four cycle principle involving fourseparate series of ports and elements for intake, combustion andexhaust. This arrangement permits complete power impulse balancing whichadds to the overall non-vibrating aspects of the engine. By way ofexample only, the crankshaft is geared to tthe piston housing on a basisof a 7 to 1 ratio with the piston housing rotating in the directionopposite to the rotation of the shaft. The principles of design may ofcourse be used with engines having two or more cylinders.

FIG. 7 best illustrates the timing gear unit 41 provided to vary theposition of the piston housing 20 relative to the shaft 15 to controlthe operational timing of the engine. The unit 41 includes a pluralityof circumferentially arranged and longitudinally angled splines 57carried by the portion of the shaft received through the planetary gearunit 38. A sleeve gear 58 is received about the splined portion of theshaft and includes along the inner surface thereof complementary splines59 which slidably intermesh with the splines 57. With this arrangementthe sleeve gear 58 is longitudinally slidable along the splined portionof the shaft 15 and during its slightly rotated relative to the shaft ina counterclockwise or clockwise direction. The movement of the sleevegear 58 along the splined portion of the shaft may be controlled by anysuitable means such as a control fork or yoke 60 of which only the endportion is shown. This yoke is fixed to the outer end portion of thesleeve gear and movement thereof rotates the gear as controlled by thespline connection relative to the shaft 15. Of course, othercombinations of gear toothing capable of performing the intendedfunction can be used.

The outer surface of the sleeve gear 58 is formed with a plurality oflongitudinal gear teeth 61 which are intermeshed with the teeth of theplanetary gears 39 and which directly drive the same. Operativedisplacement or movement of the sleeve gear 58 relative to the shaftresults in a momentary increase or reduction in the speed of rotation ofthe planetary gears 39 which in turn is imparted to the ring gear 40 andthe piston housing 20. In this manner the position of the cylinders intheir cycles of operation may be changed during operation of the engineto increase or decrease the speed of operation of the engine. The changeof position of the sleeve gear 58 relative to the shaft 15 is readilyaccommodated by the intermeshing teeth of the sleeve gear and planetarygears by reason of the teeth 61 being of suflicient length to retain adrive connection with the teeth of the planetary gears during slightrelative longitudinal movement therebetween. Movement of the sleeve gear58 may be controlled by any suitable hydraulic system or a mechanical orelectrical governor system (not shown) connected to the accelerator forengine speed control. This simple arrangement eliminates the necessityof using a conventional distributor and is substantially maintenancefree.

FIG. 8 illustrates in diagrammatic plan View the series of control meansfor the operation of a cylinder through a single cycle. As described inconnection with FIGS. 1 and 2, the direction of operation of a cylinderalong the inner annular surface 28 of the ring member 11 involvesalignment with an opening through which the injector 17 and plug 18 areexposed for the firing of the cylinder, a combustion gas exhaust opening19 and a fuel intake opening 16 beyond which the main fuel supplyundergoes compression before the cylinder becomes aligned with theinjector and plug opening of the next series of control means. As shownin FIG. 8, an auxiliary exhaust opening 63 is provided immediately priorto the exhaust opening 19 in the direction of operation, this auxiliaryexhaust opening providing for the tapping of combustion gas from thecylinder for accessory operation as will be described.

Each cylinder cap 26 adapted for use with the arrangement of FIG. 8involving the injector 17 is preferably of special configuration asshown in FIG. 9. Each cap 26 includes a relatively wide opening 64 witha pair of inwardly extending and oppositely positioned sealing flanges65 which are aligned in the direction of rotation of the piston housing.The sealing flanges 65 are effective, for example, to control the timeof communication of each cylinder with the auxiliary exhaust 63 topermit efiicient utilization of this portion of the engine andeliminating concurrent cylinder exposure to the main exhaust 19.

FIGURE 10 illustrates the injector 17 as comprising an annular housing66 having an open end 67 in communication with an internal pistonchamber 68 in which a piston 69 is mounted for reciprocation in snugengagement with the inner surface of the chamber 68. The

housing 66 is further formed with an axially elongated fuelpressurization chamber 70 into which is slidably received a plungerportion 71 formed integrally as a part of the piston 69. The piston isformed with a generally flat end surface 72 which is exposed through theopen end 67 of the housing and which peripherally engages suitable stopmeans such as a ring 73 fixed in the housing at the open end thereof.The inner end portion of the piston 69 is formed with a radial shoulderportion d 74 surrounding the base of the plunger portion 71 whichdefines a seat for one end of a coil spring 75 received in the pistonchamber 68. The outer peripheral portion of the radial shoulder 74 isformed with an axially extending annular web '76 which is suitablyslotted or apertured to slidably receive therein transverse locking pins77 fixed in the housing 66 to hold the piston 69 against rotation andyet permit reciprocation thereof within the chamber 68.

The upper end of the housing 66 threadedly receives thereon a cap member78 which clamps thereto a fuel line 79 extending to a source of fuelsuch as a pump or the like (not shown). The line 79 in the formillustrated is clamped against an annular insert 86 received in theupper end of the pressurization chamber 70 and formed with an annularvalve seat 81 against which a ball check valve 82 is urged by a coilspring 83 suitably seated in the chamber 7 t).

The piston 69 including the plunger portion 71 is formed with acontinuous longitudinal port or passage 84 which extends fromcommunication with the pressurization chamber 76 into communication withan enlarged valve chamber 85 closed off at the bottom surface 72 of thepiston by a filler set screw 86. The set screw 86 provides a back-up fora coil spring 87 which preloads a valve element 88 against the outer endsurface of the passage 84. To one side of the valve chamber 85 is aspray nozzle port 89 which is in communication with a side marginalportion of the piston spaced from the end 72 thereof. The bottom portionof the housing 66 is provided with a slot 9-0 which exposes the nozzleport 89 in a direction to one side of the injector.

The purpose of the fuel injector 17 is to provide for a timed injectionof a predetermined quantity of raw fuel into association with the sparkproducing end of the adjacent plug 18 for ignition of the raw fuel. Fuelis delivered through the line '79 past the one-Way check valve 82 intothe pressurization chamber 76 until the valve 82 is effective to preventfurther introduction. This may occur either prior to or simultaneouslywith movement of the piston 69 upwardly against the spring 75 inresponse to the pressure of a compressed air-fuel mixture in a cylinderwhich has become aligned with the open end of the housing 66. Upwardmovement of the piston 69 results in the advancing of the plungerportion 71 further into the pressurization chamber 70 and thepressurizing of the raw fuel therein and in the passage 84 to an extentthat the pressure ultimately overcomes the spring 87 and opens the valve88 to permit delivery of the fuel into the chamber 85 and ultimately outthrough the spray nozzle port 89 into direct contact with the sparkingend of the adjacent plug 18. The set screw 86 may be adjusted to varythe force of the spring 87 and the pressure necessary to open the valve88. Following injection of raw fuel to an extent that the pressure inthe chamber 70 is sufficiently reduced, the valve 83 will automaticallyclose. As the cylinder moves past the injector outv of communicationwith the piston 69, the spring 75 functions to return the pistondownwardly into engagement with the stop ring 73.

Preferably, the piston 69 will be provided with an annular groove 91 forthe introduction of lubricant for efiicient operation of the injector.Lubricant is delivered and removed through tubes 92 which are suitablyconnected to the main lubricating system. Also preferably, lines 93 willform a part of the carburetor intake manifold vacuum systemcommunicating through the housing 66 with the spring area of the chamber68 to prevent the building up of any back pressure therein caused byfumes or the like to maintain efiicient operation of the balancedinjector.

The fuel injector 17 permits the efiicient use of a rarified orchemically balanced main fuel mixture introduced into each cylinderthrough the respective fuel intakes 16. Incomplete combustion of a fuelmixture contributes materially to air pollutionbut it has been founddifficult to directly ignite a properly balanced mixture of oxygen andfuel. Under such circumstances the combustible fuel components are sorarified that normal ignition systems are incapable of igniting abalanced mixture. The injector 17 provides a means whereby adequateignition and heat of ignition is obtained in a cylinder containing acompressed quantity of chemically balanced fuel mixture.

Each cylinder receives a balanced mixture of air and fuel from eachintake 15, the mixture being provided by a conventional carburetorsystem connected to the intake but not to the injector 17. A correct airand fuel mixture will be such that adequate oxygen is present to providefor at least substantially complete combustion of the combustiblecomponents of the fuel. With the system of the present invention, theoxygen content can even somewhat exceed that which is chemicallyrequired to assure complete combustion. The air-fuel mixture iscompressed in the cylinder and at optimum crank angle the opening 64 inthe cylinder cap 26 registers with the fuel injector 17 and plug 18. Thepressure of the mixture in the cylinder is sufficient to lift the piston69 of the injector in the housing 66 resulting in adequatepressurization of the raw fuel in the chamber 70 to an extent toovercome the preloaded valve 88 for the discharge of a prescribedquantity of raw fuel through the spray nozzle 89 directly intoassociation with the sparking end of the plug 18. The raw fuel injectedin this manner into the open area of the cylinder cap 26 is immediatelyignited and the firing thus created is sufiicient to provide forignition of the compressed rarified mixture. The amount of fuel injectedis quite small and will vary depending upon the size of the cylinder,the degree of rarification of the main mixture, etc. Adjustment, such asby regulation of the strength of the spring 89, is made to obtain theminimum amount of raw fuel for efficient firing. The fuel ignitionsystem may be of any suitable type including the use of conventionaldistributor spark timing or glow plugs as a substitute for the sparkplugs 18. When the special timing gear unit 41 is used in the engine,the ignition system will preferably comprise glow plugs as the timinggear unit eliminates the necessity of using the somewhat troublesome andcomplicated conventional distributor.

FIGS. 11 and 12 illustrate a modified form of cylinder firing and timingarrangement involving the controlled tapping of the cylinder whilefiring is at least substantially completed during the power stroke withthe transmitting of a controlled quantity of ignited or sufficiently hotgas to the preceding or subsequent cylinder, as the case may be, forfiring thereof. This eliminates the need for a sparking or glow plugignition system other than for purposes of initially starting theengine. The particular continuous firing arrangement to be described isof a nature which readily lends itself to providing for controlledtiming of the engine as an alternative means for the timing gear unit 41previously described.

The ring member 11 in the form of the engine illustrated in FIGS. 11 and12 still includes the fuel intake 16, ignition plug 18 and exhaust 19.In advance of each exhaust 19 in the direction of rotation of the pistonhousing 20, a transverse bore 95 is formed in the ring member 11extending in communication with opposite faces thereof and incommunication with longitudinally aligned slot-like ports 96 extendinginwardly therefrom into communication with the inner annular wall 28.The ports 96 are arranged in successive order in the direction ofrotation of the piston housing 20 for successive alignment with acylinder. One end of a tube 97 extends from communication with the bore95 outwardly of the ring member 11 and parallels the same over anarcuate segment thereof. The other end of the tube 97 extends verticallyinwardly and defines a suitable port 98 in the ring member incommunication with the inner annular surface 28 and succeeding cylindersof the piston housing. Each tube 97 extends to one side of the exhaust19 and intake 16, FIGS. 1 and 2 illustrating the annular cover member 12being formed with channel-like enlargements 100 which overlie the tubesand which conform with the general configuration and extent of thetubes.

FIGS. 13 and 14 illustrate a valve arrangement mounted in each bore 95for use in controlling the firing of adjacent cylinders. The valvearrangement includes a rotatable valve element 101 having a solid endportion 102 and a tubular end portion 103. The valve element 101 isrotatably mounted in the bore 95 and the solid end portion 102 is formedwith a projection 104 which is received through an aligned opening 105in the adjacent end plate 13 and which projects outwardly therefrom andhas attached thereto to a control arm 106 for rotating the entire valveelement. The annular end 103 of the valve element is formed with alongitudinal slot 107 therein for selective registration with one of theports 96 upon rotation of the valve element 101.

The outer end of the annular portion 103 of the valve element 101 is inabutment with a poppet valve 108 mounted in a valve housing 109 andincluding a stem 110 projecting outwardly through an opening 111 in theopposite end plate 14. The outer surface of the end plate 14 includes astriker plate 112 with the valve stem 110 projecting outwardly therefromand including a suitable abutment means such as a nut 113, illustratedfor purposes of explanation only, which is in engagement with thestriker plate 112.

The valve element 108 includes a valve head having projecting sideflange portions 114 which in the closed position of the valve are inabutment with edge portions of the annular end 103 of the valve element101. A spring 115 engages the opposite ends of the flange portions 114to urge the valve into closed position. The valve element is formed withan arcuate face portion 116 to aid in directing the cylinder gas intothe tube 97 when the valve element 108 is opened. The face of the valveelement 108 is formed with a flat top ed-ege 117 which permits slightexposure of the tube 97 with the annular portion 103 of the valveelement 101 at all times even when the valve element 108 is closed. Thisexposure space permits exhausting of the tube 97 as will be described.

Use of the firing and timing arrangement described involves the rotationof the valve element 101 into selected alignment of the slot 107 thereofwith one of the ports 96 thus controlling the time of the cycle at whichthe cylinder is placed in communication with the firing tube 97. Thearrangement is such that the cylinder becomes aligned with the variousports 96 during the latter part of the power stroke during which thefuel mixture therein may be still burning. Thus hot gas is introducedinto the annular end 103 of the valve element 101 and the pressurethereof acts against the spring 115 to open the poppet valve 108 forcommunication with the tube 97. The gas moves along the tube 97 throughthe port 98 at the opposite end of the tube at which time the nextpreceding cylinder is aligned therewith and is fired by the gasdelivered through the tube. By selecting the particular port 96 throughwhich firing of the next preceding cylinder is controlled, the timing ofthe engine can be adjusted.

If the gas introduced into the tube 97 is incapable of igniting thefreshly compressed mixture in the preceding cylinder, the movement ofthe valve stem 110 of the poppet valve 108 outwardly of the end wall 14of the engine can be used mechanically to time the spark of the nextpreceding plug 17. As only a small quantity of gas moves through thetube 97, it would not interfere with the proper plug firing of thepreceding cylinder. The operating lever 106 for the valve element 101 ismerely illustrative of some suitable means used to rotate the valveelement for selection of the appropriate timing port 96. A governorcontrol system operated by the accelerator could be a part of suchmeans. Similarly, the nut 113 received on the outer end of the valvestem 110 is merely indicative of suitable means for attachment to thevalve stem to utilize the mechanical work thereof.

For each type of operation described above in connection with FIGS. 8and 12 it is desirable to take advantage of auxiliary power take-offimmediately prior to final exhausting of each cylinder. For thispurpose, the ring member 11 along the inner surface 28 thereof is formedwith a suitable axuiliary exhaust port 63 which in the form of the moodof operation of FIG. 12 is located between the firing and timing ports96 and the main exhaust 19. As shown in FIGS. 11 and 15, a transversebore 119 is formed in the ring member 11 extending from opposite endfaces thereof immediately beyond the bore 95 and similar thereto. Eachbore 119 is in communication with a slot-like port 63 which angles intocommunication with the inner surface 28 and is further in communicationwith a slot-like port 120 which angles therefrom into communication withthe exhaust 19. A tube 121 is rotatably received in the bore 119 andincludes an end portion 122 defining a valve housing and which projectsoutwardly through a suitable aperture in the adjacent end plate. Aspring mouted ball check valve 123 is received in the portion 122 and atube connection 124 is also suitably attached thereto and which extendsto a suitable exhaust gas storage container (not shown). The oppositeopen end of the tube 121 has received therein a piston guide 125slidably receiving therethrough a piston rod 126 having at the inner endthereof a piston head 127 slidably engaging the inner surface of thetube 121. A spring 128 extends between the guide 125 head 127 and urgesthe head 127 in a direction into the tube 121. The stem 126 extendsoutwardly through a suitable opening in the adjacent end plate andthrough a striker plate 129 mounted on the outer surface of the endplate and has attached thereto a suitable stop means, such as a nut 130,to limit the full extension of the piston into the tube 121.

The tube 121 inwardly of the piston head 127 is formed with alongitudinal slot 131 which is arranged for alignment with one of theports 63 or 1211 upon appropriate rotational positioning of the tube121. Suitable means may be used to engage the outer end portion 122 ofthe tube 121 to rotate the same for selective slot alignment. Generally,the slot 131 will at all times be aligned with the port 63.

FIGS. 16A-16D illustrate the sequence of operation of a single pistonduring a single cycle thereof. FIG. 16A illustrates the piston housing20 moving in the direction of the arrow to the left as viewed with thecylinder terminating communication with the final exhaust 19 and movingtoward communication with the intake 16 through which a fuel mixture isdelivered into the cylinder during the downstroke of the piston forcharging of the cylinder. FIG. 16B illustrates the piston during thecompression stroke with the cylinder being located intermediate theintake 16 and the port 98 of the firing tube 97. FIG. 16C illustratesthe cylinder in a position beyond the port 98 of the firing tube 97 andthe plug 17 with the piston undergoing the power downstroke after firingof the compressed fuel mixture, either as a result of use of the firingtube 97 or the separate plug 17. FIG. 16D illustrates the cylinder afterit has passed the timing ports 96 While the piston is at the end of thepower downstroke. As previously described, the communication of theselected port 96 with the cylinder results in the exhausting of hot gasfrom the cylinder into the firing tube 97 for use in firing thepreceding cylinder.

FIG. 16D illustrates the cylinder in direct communication with the port63 with the result that exhaust gas is delivered into the tube 121 andthe pressure thereof is applied against the piston head 127 to move sametoward the open end of the tube 121 against the spring 128 (see 10 FIG.15). The stem 126 then moves outwardly from the adjacent end plate ofthe engine and this movement can be translated into positive work, suchas for utilization in the operation of a hydraulic compressor foraccessory power equipment such as power steering and power brakes aswell as air conditoning.

The exhaust gas introduced into the tube 121 also acts against the checkvalve 123 and a prescribed quantity of pressurized gas is released intothe tube 124 for delivery to storage. This gas is under substantialpressure and can be used to operate automotive or marine accessories,such as power equipment and air conditioning. This hot gas can be usedfor heating purposes or can be cooled for subsequent expansion in an aircooling unit. The piston in the tube 121 is arranged for consistentrepetitive power output and with the valve element 108 of the timing andfiring arrangement previously described, can be used to advantage inproviding power for operation of accessories without interfering withefiicient operation of the engine. Continued movement of the cylinderfrom the position in FIG. 16D results ultimately in communication withthe main exhaust 19 for complete exhausting of the cylinder to eliminateany back pressure therein which might interfere with continued efficientoperation of the engine.

With the use of the sequence of operation illustrated in FIGS. 11 and12, a cylinder cap 133 of FIG. 17 is preferably used. This cap includesa somewhat limited central opening 134 which permits more exactingcontrol of the cylinder as the same becomes progressively aligned withthe numerous ports during a single cycle of operation. Preferably, eachcylinder cap 133 as well as each preferred form of intermediate sealingshoe 135 (FIG. 18) used with the arrangement of FIGS. 11 and 12 includesmultiple grooves in the surfaces thereof which cooperate with the mainexhaust 19 in the ring member 11 to provide for the relieving of exhaustgas from the ports 96 and 63 and the elements associated therewithincluding the firing tube 97.

Referring particularly to FIG. 12, the ports 96 and 63 each include endenlargements or groove-like extensions 136 which are longitudinallyaligned. First considering a cylinder cap 133 in the direction ofmovement thereof along the inner surface 28 of the ring member 11, theleading portion of the cap may be formed with a generally L-shapedgroove 137 with the transverse portion thereof arranged to overlie themain exhaust 19 and with the trailing leg portion thereof being arrangedto overlie the extensions 136 of the ports 96 and 63. With thisarrangement the selected port 96 which is in communication with thefiring tube 97 is placed in communication with the groove 137 before thecylinder opening 134 becomes aligned therewith. The groove 137 isdesigned to permit at least momentary overlapping between the mainexhaust 19 and the selected port 96, as well as the port 63, to providefor the relieving of exhaust gas pressure in the firing tube 97 justimmediately prior to the transmission thereinto of fresh firing gas fromthe cylinder. The exposure space defined by the fiat top edge 117 of thevalve element 163 permits exhausting of the tube 97. The cap may furtherinclude another groove 138 which follows the main opening 134 in thedirection of movement thereof and which also functions to momentarilyoverlie the main exhaust 19 and the ports 96 and 63 to aid in relievingor removing exhaust gas from the various ports and the firing tube 97.In this respect the grooves 137 and 138 are somewhat cumulative in theireffect bearing in mind that the speed of operation is rather substantialand there is little opportunity for individual grooves to dwellsufficiently for complete exhaust gas pressure release.

With the aspect of cumulative effect in mind, each sealing shoe 135 mayalso be formed with suitable types of pressure relieving grooves such asthe centrally located square grooves 139 and 140 and the leadingtransverse groove 141 having associated therewith a trailing and narrowlongitudinal groove portion 142. The grooves 139-141 are designed tooverlap the main exhaust 19 and the various ports 96 and 63 during avery short dwell period, and the groove extension portion 142 aids inthe overall pressure relieving function by overlying the port extensions136. Any suitable arrangement of grooves configurations may be used forthe purposes described both with respect to the cylinder caps 133 andthe sealing shoes 135. The grooves should not be too extensive as it isessential that the cylinder caps and sealing shoes maintain adequatesealing action with the inner surface 28 of the ring member forefficient functioning of the engine. To aid in this respect the sealingshoes 135 are formed with opposite end extensions 143 which are suitablyrecessed in the outer surface of the piston housing 20 and springmounted therein in much the same manner as the spring mounting of thecylinder cap 26 shown in FIG. 19. The extensions 143 include springguide pins 144 projecting inwardly therefrom and the outer ends of theextensions are formed with arcuate shapes to fit snugly against adjacentedge portions of the cylinder caps. In this respect the sealing shoes135 may be formed from the more expensive long-life materials whichprovide the requisite sealing action with the inner surface 28 of thering member.

The port 120 shown in FIG. 11 may if desired be continually incommunication with the interior of the tube 121 for continuous pressurerelieving thereof. Another slot could be formed in the tube for thispurpose. The exhaust gas is injected into the tube 121 under such forcethat the valve 123 and the piston 127 will operate to perform theintended functions without the port 120 interfering with the same. Undercertain conditions it may be desirable to merely use the port 120.Rotation of the tube 121 to place the slot 131 in communication with'the port 120 would result in activation of the exhaust gas incooperation with the coolant jacket portions of the end plates 13 and14. Referring to FIG. 7, lubricant is introduced into the engine throughthe connection 53 into 'an enlarged lubricant receiving area 146 in thecover r plate 44 about the shaft 15. This portion of the shaft includesa transverse port 147 receiving lubricant therein and communicating witha longitudinally inwardly extending passage 148 which extends to thevarious cranksections 36. Lubricant is supplied to the surfaces of thecranksections through suitable ports or passages (not shown) to fullylubricate the relatively rotating end connections of the connecting rods25. As a result of this arrangement, lubricant is freely available inthe interior of the piston housing 20 and a sufficient amount issubjected to the action of centrifugal force during rotation of thepiston housing. Furthermore, the connecting rods and cranksections tendto throw the lubricant outwardly to provide for complete lubrication ofthe cylinders and pistons.

As a result of the substantial effect of centrifugal force, there is atendency in radial engines for lubricant to stagnate in the cylindersand it is difficult to provide suitable means for replacement thereof.FIGS. 19 and 20 illustrate the provision of combination bafile means andports in the pistons and cylinders to provide for continuous lubricantcirculation and replacement. Each piston 22 in the head 23 thereof isformed with a pair of oppositely positioned bafile plates 149 which aredirected inwardly and inclined downwardly toward the pivotal connectionof the connecting rod 25 with the piston. The bafile plates 14-9 arearcuately shaped along their lower edge portions 150 to define openingstherein immediately adjacent the connection of the connecting rod 25.The depending skirt portion 151 of the piston head immediately below thebase of the baffle plates 149 is formed with a plurality of ports 152which during reciprocation of the piston in the cylinder 21 becomealigned with slots or ports 153 which extend through the cylinder sleeveand are continually aligned with corresponding slots or ports 154 in thepiston housing, these latter ports being in communication with the coreopenings 30 of the piston housing.

The action of centrifugal force and the splashing of the lubricantresults in the passage of lubricant upwardly into the piston head 23 forlubrication of the piston rings 24, the lubricant passing through theopenings in the bafile plates 149. On the upstroke of the piston, acertain quantity of the lubricant in the head thereof is forceddownwardly through the openings defined by the baffie plate edges 150.However, under normal conditions this same quantity of lubricant wouldtend to return to the piston head following completion of the upstrokeas the result of centrifugal force and the continued splashing action.By provision of the inwardly directed bafile plates 149 a sufficientamount of lubricant is deflected by the bottom surfaces of the platesand the inclination of the plates as illustrated results in thedirecting of this amount of lubricant into the ports 152 during thedownstroke of the piston. During this downstroke the ports 152 becomealigned with the continuously aligned ports 153 and 154 and thelubricant trapped by the bafiie plates 149 is forced into the coreopenings 30'.

Referring particularly to FIG. 5, lubricant introduced into the coreopenings 30 will ultimately move to the outer end surfaces of the pistonhousing 20 and centrifugal force will cause the lubricant to flowradially outwardly along these outer end surfaces. Lubricant may dwellin the grooves 32 but, regardless of this feature, the lubricant isadequately cooled by the adjacent end plates and the jacket portions 51thereof.

FIGS. 3, 5 and 21 illustrate the provision of circumferentiallycontinuous lubricant collecting grooves 155 in the opposite edges of thering member'll adjacent the outer edges of the piston housing 20.Lubricant moving along the outer end surfaces of the piston housing willcollect in the peripheral grooves 155 and may be withdrawn therefromthrough suitable outlet means. Such means as shown in FIGS. 5 and 21 mayinclude an oil collection pocket 156 in communication with an oil returnconnection 157.

FIG. 22 schematically illustrates a suitable lubricant circulatingsystem. Lubricant flows from the engine 10 through the connections 157into a suitable storage tank or pump 158 which is maintained underpartial vacuum to aid in drawing the lubricant from the engine, namely,the collection pockets 156 thereof. The vacuum may be established by asuitable connection 159 leading to the carburetor intake manifold. Anoil return line 160 delivers oil to a conventional pump for delivery ofthe same into the engine 10 through the connection 53.

Obviously certain modifications and variations of the invention ashereinbefore set forth may be made without departing from the spirit andscope thereof, and therefore only such limitation-s should be imposed asare indicated in the appended claims.

I claim: r

1. In a radial engine having a stationary housing defining an internalannular chamber in which a rotary piston housing is received, saidpiston housing having a plurality of circumferentially spaced cylindersreceiving radially acting pistons therein with open areas formed in saidpiston housing between said cylinders, the heads I of said pistons beingexposed along an inner annular Wall of said chamber, power shaft meansextending axially through said stationary housing and connected to saidpistons, drive means interconnecting said shaft means with said pistonhousing to rotate the same within said chamber, and a plurality of fuelsupply and combustion gas exhaust units carried by said stationaryhousing in spaced relation along said inner annular wall incommunication with said piston housing, the improvement comprising saidstationary housing including a main ring portion with the inner surfacethereof defining said annular wall of said chamber, a pair of oppositeend plates sealing off said chamber and through at least one of whichsaid shaft means extends, at least said end plates having as a partthereof coolant circulating jackets which at least radially overlie saidcylinders and open areas of said piston housing, and a lubricatingsystem including lubricant supply means forming a part of said shaftmeans and communicating with said piston housing to lubricate saidpistons, lubricant distribution means in said piston housing to deliverlubricant to said open areas and outer surfaces thereof in heat transferrelation with said jackets, and lubricant collection and take-off meansalong said ring portion for centrifugal accumulation and return oflubricant therein.

2. The engine of claim 1 wherein said supply and exhaust units eachinclude in the direction of rotation of said piston housing an air-fuelmixture supply, a raw fuel injector in combination with ignition means,and combustion gas exhaust means, said fuel injector comprising fuelinlet means defining a compression chamber, a piston in said chamber andmovable thereinto to compress fuel therein, means urging said piston outof fuel compressing position in said chamber, compressed fuel dischargemeans in communication with said chamber, and preload valve meansclosing oif said discharge means, whereby actuation of said piston insaid chamber compresses the fuel therein to an extent to overcome thepreload condition of said valve means to provide for a jetlike flow offuel through said discharge means.

3. The engine of claim 1 wherein said injection and exhaust units eachinclude in the direction of rotation of said piston housing an air andfuel mixture supply in combination with ignition means, and combustiongas exhaust means, said combustion gas exhaust means comprising initialexhaust gas take-off means having a oneway check valve to bleed offexhaust gas under predetermined pressure conditions, and final exhaustgas takeoff means for complete piston back pressure release.

4. The engine of claim 1 wherein each piston includes baffle means inthe head portion thereof past which lubricant is moved into said headportion by centrifugal force during rotation of said piston housing, andlubricant discharge openings in said head portion adjacent said bafiiemeans, said baflie means being arranged relative to said dischargeopenings to direct lubricant therethrough during the downstroke of saidpiston.

5. In a radial engine wherein an external annular housing has arotatable piston housing mounted therein with power take-off shaft meansprojecting centrally therefrom, said piston housing including cylinderstherein exposed along the outer periphery thereof and receivingreciprocating pistons driving said shaft means and said shaft meansdriving said piston housing, the provision of timing means forming apart of said external housing and in communication with said cylindersduring rotation of said piston housing, said timing means comprising aplurality of a series of cylinder exhaust ports spaced in the directionof rotation of said piston housing, a cylinder firing tube extendingfrom communication with each series of said ports into communicationwith an adjacent firing position of an adjacent cylinder, and adjustablevalve means between the ports of each series and the firing tube forselective communication between a port and said tube, whereby ignitedfuel in one cylinder is 14 transmitted to another cylinder to fire thesame in a plurality .of selected positions of said one cylinder.

6. The engine of claim 5 wherein said adjustable valve means includes apoppet valve preloaded to limit the amount of ignited fuel introducedinto a firing tube.

7. In a radial engine wherein an external annular housing has arotatable piston housing mounted therein with power take-off shaft meansprojecting centrally therefrom, said piston housing including cylinderstherein exposed along the outer periphery thereof and receivingreciproeating pistons driving said shaft means and said shaft rneansdriving said piston housing, the provision of timing means forming apart of said external housing and in communication with said cylindersduring rotation of said piston housing, said timing means comprising aplurality of a series of cylinder exhaust ports spaced in the directionof rotation of said piston housing, a cylinder firing tube extendingfrom communication with each series of said ports into communicationwith an adjacent firing position of an adjacent cylinder, and adjustablevalve means between the ports of each series and the firing tube forselective communication between a port and said tube, whereby ignitedfuel in one cylinder is transmitted to another cylinder to fire the samein a plurality of selected positions of said one cylinder, said pistonhousing adjacent each cylinder thereof including exhaust gas flow areaswhich during rotation of said piston housing provide communicationbetween each firing tube and an adjacent exhaust gas outlet forming apart of said external housing to remove exhaust gas from said tube inpreparation for repeated cylinder firing use thereof.

8. In a radial engine wherein an external annular housing has arotatable piston housing mounted therein with power take-off shaft meansprojecting centrally therefrom, said piston housing including cylinderstherein exposed along the outer periphery thereof and receivingreciproeating pistons driving said shaft means .and said shaft meansdriving said piston housing, the provision of timing means forming apart of said external housing and in communication with said cylindersduring rotation of said piston housing, said timing means comprising aplurality of a series of cylinder exhaust ports spaced in the directionof rotation of said piston housing, piston means in said externalhousing and in communication with each series of ports for operation inresponse to pressurized gas introduced through said ports upon alignmentof a cylinder therewith during rotation of said piston housing, andadjustable valve means between the ports of each series and said pistonmeans for selective communication between the ports and said pistonmeans, whereby gas from one cylinder operates said piston means during aselected portion of the firing cycle of said one cylinder with themechanical work of said piston means being available to control thefiring of another cylinder during rotation of said piston housing.

9. In a radial engine wherein an external annular housing has arotatable piston housing mounted therein with power take-off shaft meansprojecting centrally therefrom, said piston housing including cylinderstherein and receiving reciprocating pistons driving said shaft means andsaid shaft means driving said piston housing, the improvement comprisinglubricant circulation control means forming a part of said pistonhousing and each piston thereof, each piston including bafile means inthe head portion thereof past which lubricant is moved into said headportion by centrifugal force during rotation of said piston housing,lubricant discharge openings in the wall of each cylinder and incommunication with recirculation passages in said piston housing, andports in the head portion of each piston adjacent said baffie means andarranged for communication with said openings during reciprocation ofsaid piston, said bafile means being arranged relative to said ports todirect lubricant therethrough when said ports are in communication withsaid openings.

10. In a radial engine wherein an external annular housing has arotatable piston housing mounted therein with power take-off shaft meansprojecting centrally therefrom, said piston housing including cylinderstherein and receiving reciprocating pistons driving said shaft means.and said shaft means driving said piston housing, the improvementcomprising lubricant circulation control means forming a part of saidpiston housing and each piston thereof, each piston including bafflemeans in the head portion thereof past which lubricant is moved intosaid head portion by centrifugal force during rotation of said pistonhousing, lubricant discharge openings in the wall of each cylinder andin communication with recirculation passages in said piston housing, andports in the head portion of each piston below said baflle means andarranged for communication with said openings during reciprocation ofsaid piston, said 'bafile means being inclined inwardly and downwardlyfrom said head portion with the base thereof immediately above saidports to direct lubricant therethrough when said ports are incommunication with said openings.

989,221 4/11 Allyn 123-44 10/17 Johnson 123-43 3/17 Rasmusen et al123-44 2 Freer 184-9 Brown 123-44 Archaoulofi 123-139 Smith 123-143Harper 123-43 Harper 12 3-44 Johnson 123-143 Szekely 184-6 Mallory123-32 Dillstrom 123-44 Heylandt t 60-15 Schlarnann 123-32 Magill123-139 McKinley 123-139 Konrad et a1. 123-32 Bernard 123-139 Klaue60-13 Beaven 60-13 McGrory et a1. 123-32 FOREIGN PATENTS RICHARD B.WILKINSON, Primary Examiner.

FRED E. ENGELTHALER, KARL J. ALBRECHT,

Examiners.

1. IN A RADIAL ENGINE HAVING A STATIONARY HOUSING DEFINING AN INTERNALANNULAR CHAMBER IN WHICH A ROTARY PISTON HOUSING IS RECEIVED, SAIDPISTON HOUSING HAVING A PLURALITY OF CIRCUMFERENTIALLY SPACED CYLINDERSRECEIVING RADIALLY ACTING PISTONS THEREIN WITH OPEN AREAS FORMED IN SAIDPISTON HOUSING BETWEEN SAID CYLINDERS, THE HEADS OF SAID PISTONS BEINGEXPOSED ALONG AN INNER ANNULAR WALL OF SAID CHAMBER, POWER SHAFT MEANSEXTENDING AXIALLY THROUGH SAID STATIONARY HOUSING AND CONNECTED TO SAIDPISTONS, DRIVE MEANS INTERCONNECTING SAID SHAFT MEANS WITH SAID PISTONHOUSING TO ROTATE THE SAME WITHIN SAID CHAMBER, AND A PLURALITY OF FUELSUPPLY AN COMBUSTION GAS EXHAUST UNITS CARRIED BY SAID STATIONARYHOUSING IN SPACED RELATION ALONG SAID INNER ANNULAR WALL INCOMMUNICATION WITH SAID PISTON HOUSING, THE IMPROVEMENT COMPRISING SAIDSTATIONARY HOUSING INCLUDING A MAIN RING PORTIN WITH THE INNER SURFCETHEREOF DEFINING SAID ANNULAR WALL OF SAID CHAMBER, A PAIR OF OPPOSITEEND PLATES SEALING OFF SAID CHAMBER AND THROUGH AT LEAST ONE OF WHICHSAID SHAFT MEANS EXTENDS, AT LEAST SAID END PLATES HAVING AS A PARTTHEREOF COOLANT CIRCULATING JACKETS WHICH AT LEAST RADIALLY OVERLIE SAIDCYLINDERS AND OPEN AREAS OF SAID PISTON HOUSING, AND A LUBRICATINGSYSTEM INCLUDING LUBRICANT SUPPLY MEANS FORMING A PART OF SAID SHAFTMEANS AND COMMUNICATING WITH SAID PISTON HOUSING TO LUBRICATE SAIDPISTONS, LUBRICANT DISTRIBUTION MEANS IN SAID PISTON HOUSING TO DELIVERLUBRICANT TO SAID OPEN AREAS AND OUTER SURFACES THEROF IN HEAT TRANSFERRELATION WITH SAID JACKETS, AND LUBRICANT COLLECTION AND TAKE-OFF MEANSALONG SAID RING PORTION FOR CENTRIFUGAL ACCUMULATION AND RETURN OFLUBRICANT THEREIN.